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US10739409B2 - Managing apparatus for electrochemical element - Google Patents

Managing apparatus for electrochemical element Download PDF

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Publication number
US10739409B2
US10739409B2 US15/911,523 US201815911523A US10739409B2 US 10739409 B2 US10739409 B2 US 10739409B2 US 201815911523 A US201815911523 A US 201815911523A US 10739409 B2 US10739409 B2 US 10739409B2
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current
measured
value
vehicle
electrochemical element
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US20180259585A1 (en
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Takeyuki Shiraishi
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GS Yuasa International Ltd
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GS Yuasa International Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/165—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
    • G01R19/16566—Circuits and arrangements for comparing voltage or current with one or several thresholds and for indicating the result not covered by subgroups G01R19/16504, G01R19/16528, G01R19/16533
    • G01R19/16571—Circuits and arrangements for comparing voltage or current with one or several thresholds and for indicating the result not covered by subgroups G01R19/16504, G01R19/16528, G01R19/16533 comparing AC or DC current with one threshold, e.g. load current, over-current, surge current or fault current
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/367—Software therefor, e.g. for battery testing using modelling or look-up tables
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
    • G01R31/3828—Arrangements for monitoring battery or accumulator variables, e.g. SoC using current integration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
    • G01R31/3828—Arrangements for monitoring battery or accumulator variables, e.g. SoC using current integration
    • G01R31/3832—Arrangements for monitoring battery or accumulator variables, e.g. SoC using current integration without measurement of battery voltage
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
    • G01R31/3842—Arrangements for monitoring battery or accumulator variables, e.g. SoC combining voltage and current measurements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/22—Standstill, e.g. zero speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y02T10/7005—
    • Y02T10/7044—
    • Y02T10/705—

Definitions

  • the technique disclosed in the present specification relates to a managing apparatus for an electrochemical element.
  • a managing apparatus for a vehicular battery estimates the state of charge (SOC) of a battery mounted on a vehicle.
  • the managing apparatus estimates the SOC of the battery by detecting a current value of the battery and integrating the detected current values.
  • the current measurement range of a battery is wide, i.e., several milliamperes in the parked mode of a vehicle, several hundred amperes in starting up the vehicle, and a maximum of thousand amperes or greater. Accordingly, in the case where current in every mode is measured with a single current sensor, a certain error may occur in measuring minor current (several milliamperes to several tens of milliamperes). In measuring the minor current, the measured current value tends to largely vary around the true value due to influence of noises and the like. This may further increase the measurement error.
  • measured current values measured for a plurality of times may be averaged, and the current that has flowed in the parked mode may be estimated based on the averaged current value.
  • the managing apparatus is in the suspend state except for periodical monitoring to minimize power consumption while the vehicle is in the parked mode. This configuration may make it difficult to measure current for a certain number of times enough to attain precise measurement.
  • the present specification discloses the technique of improving precision in estimating current, which has flowed in the parked mode, while minimizing an increase in power consumption.
  • a managing apparatus for an electrochemical element mounted on a vehicle includes: a control unit activating at an interval of a predetermined time in a parked mode of the vehicle; and a current measuring unit measuring a current value.
  • the control unit executes: a determination process of determining a reference value based on measured current values measured for a plurality of times upon the activation of the control unit; a check process of checking, at the interval of the predetermined time, whether or not a measured current value measured after the determination process deviates from a reference range that is based on the reference value; and an estimation process of estimating current, which has flowed in the parked mode by integrating, while the measured current value measured in the check process does not deviate from the reference range, current based on the reference value.
  • FIG. 1 illustrates a vehicle on which an energy storage apparatus is mounted.
  • FIG. 2 is a perspective view of the energy storage apparatus.
  • FIG. 3 is an exploded perspective view of the energy storage apparatus.
  • FIG. 4 is a block diagram showing electrical configuration of the energy storage apparatus.
  • FIG. 5 is a flowchart showing an SOC estimation process.
  • FIG. 6 is a graph showing measured values of dark current obtained by periodical measurement.
  • FIG. 7 is a graph showing the SOC-OCV relationship of the energy storage element.
  • FIG. 8 is a flowchart of a dark current estimation process.
  • FIG. 9 is a graph showing the timing of a determination process and that of a check process.
  • FIG. 10 is a graph showing the reference value and the reference range of dark current.
  • FIG. 11 is a graph showing measured values of dark current obtained by periodical measurement, in which dark current value has changed.
  • FIG. 12 is a graph showing the timing of the determination process and that of the check process, in which dark current value has changed.
  • FIG. 13 is a graph showing the timing of the determination process and that of the check process according to another embodiment.
  • a managing apparatus for an electrochemical element mounted on a vehicle including: a control unit activating at an interval of a predetermined time in a parked mode of the vehicle; and a current measuring unit measuring a current value.
  • the control unit executes: a determination process of determining a reference value based on measured current values measured for a plurality of times upon the activation of the control unit; a check process of checking, at the interval of the predetermined time, whether or not a measured current value measured after the determination process deviates from a reference range that is based on the reference value; and an estimation process of estimating current, which has flowed in the parked mode by integrating, while the measured current value measured in the check process does not deviate from the reference range, current based on the reference value.
  • the reference value is determined through the determination process, and thereafter, through the check process, whether or not the measured current value deviates from the reference range is checked. As compared to a method in which every time the reference value is determined, an increase in power consumption is suppressed. As compared to a method in which the measured current values are integrated as they are, the precision in estimating the current that has flowed in the parked mode improves.
  • a managing apparatus for an electrochemical element mounted on a vehicle includes: a control unit activating at an interval of a predetermined time in a parked mode of the vehicle; and a current measuring unit measuring a current value.
  • the control unit executes: a determination process of determining a reference value based on measured current values measured for a plurality of times upon the activation of the control unit; a check process of checking, at the interval of the predetermined time, whether or not a measured current value measured after the determination process deviates from a reference range that is based on the reference value; and an estimation process of estimating current, which has flowed in the parked mode by integrating, while the measured current value measured in the check process does not deviate from the reference range, current based on the reference value.
  • Determining the reference value every time the control unit activates based on measured current values measured for a plurality of times improves the precision in estimating the current that has flowed in the parked mode.
  • the time taken for each activation of the control unit increases, and consequently power consumption in the parked mode increases. Nevertheless, reducing the number of times of measuring current will impair the precision in estimating the current that has flowed in the parked mode.
  • the inventor of the present invention has arrived at the following idea: by determining the reference value through a determination process, and thereafter checking, through a check process, whether or not the measured current value deviates from the reference range, integration error is reduced and the precision in estimating the current that has flowed in the parked mode improves, as compared to the scheme in which measured current values or previously measured constant reference values are integrated.
  • the control unit it is not necessary for the control unit to measure current for a plurality of times upon every activation of the control unit in order to determine the reference value.
  • the control unit determines the reference value upon every activation of the control unit and integrates the reference values.
  • the precision in estimating the current that has flowed in the parked mode improves.
  • control unit may update the reference value through the determination process.
  • the control unit updates the reference value when the current value flowing in the parked mode has changed. Therefore, as compared to the configuration in which the reference value once determined is continuously used, the precision in estimating the current flowing in the parked mode improves.
  • the electrochemical element may exhibit a flat region where, in the relationship between SOC and OCV, an OCV variation amount relative to an SOC variation amount is smaller than a predetermined value.
  • the electrochemical element of a vehicle is often used with the SOC falling within a range of 70% to 90% in consideration of charging and discharging.
  • the electrochemical element exhibits the flat region where the SOC falls within a range of 70% to 90%, it is difficult to reset the accumulation errors in SOC estimation by the OCV method. Accordingly, in the case where the current integration method must be inevitably employed, the present technique that improves the precision in estimating the current flowing in the parked mode is extremely effective.
  • the present embodiment exemplifies an energy storage apparatus 10 mounted on a vehicle 1 such as an automobile.
  • the energy storage apparatus 10 is connected to a vehicle load 3 such as a starting motor for starting up the engine or an electronic component mounted on the vehicle 1 , a vehicle power generator 4 such as an alternator, and a vehicle ECU (Electronic Control Unit) 5 .
  • a vehicle load 3 such as a starting motor for starting up the engine or an electronic component mounted on the vehicle 1
  • a vehicle power generator 4 such as an alternator
  • a vehicle ECU (Electronic Control Unit) 5 a vehicle ECU (Electronic Control Unit) 5 .
  • the energy storage apparatus 10 includes a block-like battery case 11 .
  • the battery case 11 houses an assembled battery 20 made up of a plurality of (four in the present embodiment) energy storage elements (an exemplary “electrochemical element”) 21 connected in series, a control board 18 and the like.
  • the top-bottom direction is based on the top-bottom direction of the battery case 11 being horizontally placed relative to the installation surface.
  • the front-rear direction is based on the direction along the short-side portion (the depth direction) of the battery case 11 , in which the front left side in the drawings is the front.
  • the right-left direction is based on the direction along the long-side portion of the battery case 11 , in which the front right side is the right direction.
  • the battery case 11 is made of synthetic resin. As shown in FIG. 3 , the battery case 11 includes a box-shaped case body 13 opening upward, a positioning member 14 positioning a plurality of energy storage elements 21 , a middle lid 15 mounted on the upper part of the case body 13 , and a top lid 16 mounted on the upper part of the middle lid 15 .
  • cell chambers 13 A respectively housing the energy storage elements 21 are juxtaposed to each other in the right-left direction.
  • the energy storage elements 21 are each a lithium ion battery using a negative electrode active material of a graphite-based material such as graphite, graphitizable carbon, non-graphitizable carbon or the like, and a positive electrode active material of an iron phosphate-based material such as lithium iron phosphate.
  • a plurality of bus bars 17 are disposed at the upper surface of the positioning member 14 .
  • the energy storage elements 21 are positioned.
  • the energy storage elements 21 are connected in series by the plurality of bus bars 17 , to structure the assembled battery 20 .
  • the middle lid 15 is substantially quadrangular as seen in a plan view. As shown in FIGS. 2 and 3 , at the opposite ends in the right-left direction of the middle lid 15 , external terminals 12 , to which not-shown battery terminals provided at the vehicle 1 are connected, are provided while being embedded in the middle lid 15 .
  • the pair of external terminals 12 is made of metal such as lead alloy. One is a positive electrode terminal 12 P, and the other one is a negative electrode terminal 12 N.
  • the middle lid 15 houses the control board 18 .
  • the middle lid 15 being mounted on the case body 13 , the assembled battery 20 and the control board 18 are connected to each other.
  • the energy storage apparatus 10 includes the assembled battery 20 , a battery managing unit (hereinafter referred to as the “BMU”, being an exemplary “managing apparatus”) 30 , a current sensor (an exemplary “current measuring unit”) 41 , a current breaking apparatus 42 , and a temperature sensor 43 , which are disposed in the battery case 11 .
  • BMU battery managing unit
  • the current sensor 41 an exemplary “current measuring unit”
  • a current breaking apparatus 42 a current breaking apparatus 42
  • a temperature sensor 43 which are disposed in the battery case 11 .
  • the assembled battery 20 , the current sensor 41 , and the current breaking apparatus 42 are connected in series via an energizing line L.
  • the positive electrode of the assembled battery 20 is connected to the positive electrode terminal 12 P via the current breaking apparatus 42
  • the negative electrode is connected to the negative electrode terminal 12 N via the current sensor 41 .
  • the energy storage apparatus 10 is connected to the vehicle load 3 , the vehicle power generator 4 , and the vehicle ECU 5 via the positive electrode terminal 12 P and the negative electrode terminal 12 N.
  • the current sensor 41 measures a current value flowing through the energizing line L.
  • the current sensor 41 is connected to the BMU 30 by a signal line L 1 .
  • the measured current value measured by the current sensor 41 is read by the BMU 30 through the signal line L 1 .
  • the current breaking apparatus 42 is a semiconductor switch such as an FET or a relay. In response to a control signal from the BMU 30 , the current breaking apparatus 42 breaks the current between the assembled battery 20 and the positive electrode terminal 12 P.
  • the temperature sensor 43 is of the contact type or the contactless type, and measures the temperature of the assembled battery 20 .
  • the temperature sensor 43 is connected to the BMU 30 by a signal line L 2 .
  • the measured temperature value measured by the temperature sensor 43 is read by the BMU 30 through the signal line L 2 .
  • the BMU 30 includes a voltage detecting circuit 31 and a control unit 32 , which are mounted on the control board 18 .
  • the BMU 30 is supplied with power from the assembled battery 20 by being connected to the energizing line L by a power supply line L 3 .
  • the voltage detecting circuit 31 is connected to the energy storage elements 21 via voltage detecting lines L 4 . In response to an instruction from the CPU 33 , the voltage detecting circuit 31 detects the cell voltage of each of the energy storage elements 21 and the battery voltage of the assembled battery 20 (the total voltage of the plurality of energy storage elements 21 ).
  • the control unit 32 includes a CPU 33 being the central processing unit, a memory 34 , and a communication unit 35 .
  • the memory 34 is, for example, a nonvolatile memory such as a flash memory or an EEPROM.
  • the memory 34 stores various programs such as a program for managing the energy storage elements 21 or the assembled battery 20 , a dark current estimation program for estimating an accumulated dark current value, and an SOC estimation program for estimating the SOC of the assembled battery, and data required in executing the programs, the allowable measurement error range, the allowable deviation count and the like.
  • the communication unit 35 is connected to the vehicle ECU 5 via a connecting connector C provided at the battery case 11 , and capable of establishing communication with the vehicle ECU 5 through the LIN communication or the CAN communication.
  • the CPU 33 is the central processing unit, and periodically monitors the current, voltage and the like of the energy storage elements 21 based on the output signal from the current sensor 41 , the voltage detecting circuit 31 , the temperature sensor 43 and the like. Upon detecting any abnormality, the CPU 33 outputs a control signal to the current breaking apparatus 42 thereby breaking current between the assembled battery 20 and the positive electrode terminal 12 P, to prevent the assembled battery 20 from malfunctioning.
  • the CPU 33 executes an SOC estimation process for estimating the SOC of the assembled battery 20 by the SOC estimation program stored in the memory 34 .
  • the SOC estimation process by measuring the charge-discharge current of the assembled battery 20 , and adding a current integration value to an initial SOC, the SOC at the current time point is estimated.
  • the CPU 33 issues an instruction to the current sensor 41 , so that the current sensor 41 measures a current value flowing through the energizing line L (S 11 ).
  • the current value measured by the current sensor 41 is stored in the memory 34 .
  • the CPU 33 multiplies a current value I measured by the current sensor 41 by a time interval ⁇ T at which the current sensor 41 performs measurement, to obtain a current integration value I ⁇ T (S 12 ).
  • the CPU 33 integrates the current integration values I ⁇ T regarding discharge as minus and charge as plus, thereby estimating an accumulated charge-discharge amount ⁇ I ⁇ T (S 13 ).
  • SOC is the current-time-point SOC
  • SOC0 is the initial SOC
  • I is the current value
  • Y0 is the full-charge capacity of the assembled battery 20 .
  • the discharge current of the assembled battery 20 in the parked state is a minor current (dark current) of several milliamperes to several tens of milliamperes.
  • the discharge current of the assembled battery at cranking in starting up an engine is several hundred amperes or thousand amperes or greater at a maximum.
  • the current sensor 41 measures current values over a wide range.
  • FIG. 6 in which X-axis indicates time and Y-axis indicates current values, shows the measurement values of the minor current obtained by periodical measurement.
  • the integration errors are accumulated by an area ⁇ , which is obtained by a measured current value I 1 and a measurement interval T 1 . That is, when the parked time of the vehicle 1 is prolonged, a reduction in SOC estimation precision due to accumulation of these integration errors becomes a concern.
  • a method for solving the measurement errors due to current integration may be an OCV reset method of resetting accumulation of errors due to current integration, in combination with an SOC determination method which includes estimating SOC based on the previously obtained relationship between SOC and the open circuit voltage (OCV) of the assembled battery.
  • OCV open circuit voltage
  • FIG. 7 shows the relationship between SOC and OCV, in which X-axis indicates SOC [%] and Y-axis indicates OCV [V], with a lithium ion battery employing a positive electrode active material of iron phosphate such as lithium iron phosphate.
  • a flat region F where the OCV variation amount relative to the SOC variation amount is smaller than a predetermined value.
  • the flat region refers to a region in which the OCV variation amount falls within a range of 2 [mV] to 5 [mV] or smaller relative to an SOC variation of 1 [%]. In the flat region F, it is difficult to reset the SOC estimation errors even if the OCV reset method is performed.
  • the CPU 33 executes the dark current estimation process by the dark current estimation program stored in the memory 34 , and precisely estimates power consumption due to minor discharge current (dark current) of the assembled battery 20 in the parked state. By integrating the estimation values, the CPU 33 precisely estimates the SOC of the assembled battery in the parked state.
  • the “parked state” refers to the state where a predetermined time has been elapsed since last communication from the vehicle ECU to the CPU.
  • the “dark current” refers to minor current that is consumed by a clock, audio equipment, security equipment and the like mounted on the vehicle in the parked state.
  • the CPU 33 determines whether or not the vehicle 1 has entered the parked state (S 21 ). Specifically, as shown in FIG. 9 in which X-axis indicates time and Y-axis indicates current values, showing the timing of a determination process and a check process, the CPU 33 determines whether or not a predetermined time T has elapsed since a time point TP where communication from the vehicle ECU 5 to the CPU 33 has ceased.
  • the CPU 33 When the vehicle 1 has entered the parked state, in order to reduce power consumption, the CPU 33 enters the suspend state (sleep mode), and switches to a periodical activation mode where the CPU 33 activates periodically at an interval of a predetermined time (once/min) for monitoring voltage, current and the like (S 22 ).
  • the CPU 33 executes the determination process.
  • the current sensor 41 measures, for a plurality of times, minor discharge current (S 23 ), and the CPU 33 determines the average value of the measured current values obtained for the plurality of times as the reference value of the dark current in the parked state (S 24 ).
  • the true value (reference value) of largely varying dark current is determined through the determination process.
  • the CPU 33 determines, based on the calculated reference value and the allowable measurement error range, a measurement variation correctable reference range (S 24 ), and stores the reference value and the reference range in the memory 34 .
  • the current sensor 41 measures minor discharge current for about several thousand times. Based on the measured current values, the CPU 33 determines that the reference value (the average value) is 20 [mA] (see FIG. 10 ). Based on the calculated reference value and the allowable measurement error range ( ⁇ 10 [mA]) stored in the memory 34 , the CPU 33 determines a reference range B, and stores the reference value and the reference range in the memory 34 . As shown in FIG. 10 , when the reference value is 20 [mA] and the allowable measurement error range stored in the memory 34 is ⁇ 10 [mA], the reference range B is from 10 [mA] to 30 [mA].
  • the time taken for the current measurement by the current sensor 20 is 1 msec and the time during which the CPU 33 is in operation for periodical monitoring is normally about 10 msec, the time taken for performing current measurement for several thousand times in the determination process becomes long, i.e., about several seconds.
  • the CPU 33 After determining the reference value by the determination process, the CPU 33 performs the check process.
  • the CPU 33 measures current with the current sensor 41 every time the CPU 33 activates following the determination process (S 25 ), and checks whether or not the measured current value deviates from the reference range (S 26 ).
  • the CPU 33 measures minor discharge current at the interval of a predetermined time at which the CPU 33 activates, and checks whether or not the measured current value deviates from the reference range.
  • the CPU 33 multiplies the activation period interval at which the CPU 33 activates by the reference value, to calculate a dark current integration value since the last current measurement until the current-time-point current measurement, and adds the dark current integration value to the accumulated dark current value (S 27 ). This process in S 27 corresponds to the “estimation process”.
  • the CPU 33 determines whether or not the parked state is continuing (S 28 ). When the parked state is continuing (S 28 : YES), control returns to S 25 . When the parked state is not continuing (S 28 : NO), the CPU 33 ends the dark current estimation process. Thus, the accumulated dark current value consumed by the vehicle in the parked state is calculated.
  • the CPU 33 checks whether or not the deviation count exceeds the allowable deviation count stored in the memory 34 (S 29 ). When the deviation count does not exceed the allowable deviation count (S 29 : NO), the CPU 33 executes the processes in S 27 and the following steps.
  • the CPU 33 When the deviation count exceeds the allowable deviation count (S 29 : YES), the CPU 33 returns to S 23 , and executes the determination process. That is, when the deviation count exceeds the allowable deviation count, the CPU 33 determines that the dark current value has changed, and updates the reference value by the determination process.
  • the CPU 33 once measures the minor discharge current every time the CPU 33 activates at the interval of a predetermined time (60 sec) (see C 1 , C 2 , . . . , Cn in FIG. 9 ).
  • the reference value is 20 [mA] and the reference range is from 10 [mA] to 30 [mA]
  • the minor discharge current measured with the current sensor 41 is 25 [mA]
  • the activation period interval (60 sec) of the CPU 33 is multiplied by the reference value (20 [mA]), to calculate the dark current value for every activation period.
  • the dark current value is added to the accumulated dark current value, to calculate the accumulated dark current value in the parked state at the current time point.
  • the operational time of the CPU 33 after the determination process is one several-hundredth of the operational time of the CPU performing the determination process.
  • the CPU 33 determines that the dark current value has changed, and returns to the determination process (S 23 ). In the determination process, the CPU 33 again measures current for about several thousand times, and updates the reference value from the measured current values (S 24 ). After updating the reference value, the CPU 33 executes the processes in S 25 and the following steps, thereby calculating the accumulated dark current value when the vehicle is in the parked state.
  • the CPU 33 determines that the dark current value has changed, and returns to the determination process.
  • the CPU 33 once measures discharge current at an interval of a predetermined time (see Cr 1 , Cr 2 , . . . , Crn in FIG. 12 ), and calculates the accumulated dark current value when the vehicle is in the parked state.
  • the reference value of dark current discharged by the vehicle 1 while parking is determined, and the reference values are integrated to calculate the accumulated dark current value. Therefore, provided that the measurement precision of the current sensor 41 of the vehicle 1 is insufficient, the accumulated dark current value of minor discharge from the vehicle 1 in the parked state can be precisely calculated.
  • the accumulated dark current value of discharge from the vehicle 1 in the parked state is precisely calculated.
  • the SOC estimation precision of the vehicle 1 in the parked state improves.
  • the CPU 33 After determining the reference value through the determination process, in the check process, the CPU 33 checks whether or not the measured current value exceeds the reference range. When the count of the measured current value exceeding the reference range exceeds the allowable deviation count, the CPU 33 determines that the dark current value has changed to a current value different from the reference value, and updates the reference value. The CPU 33 integrates the updated reference values.
  • the reference value is quickly updated.
  • the dark current has changed also, the accumulated dark current value of discharge from the vehicle 1 in the parked state is calculated precisely.
  • a method for precisely calculating the accumulated dark current value may be, for example, as follows: measuring current for a plurality of times (100 times) every time the CPU activates (every one second) and calculating the reference value every time; and determining the accumulated dark current value by integrating the reference values at those times.
  • the CPU determines the reference value by performing current measurement for a plurality of times (100 times) through the determination process
  • the CPU just once performs current measurement to check whether or not the measured current value deviates from the reference range.
  • the CPU executing the check process that completes faster than the determination process will suffice.
  • a reduction in power consumption is achieved.
  • the number of times of measuring current in the determination process according to the present embodiment is, for example, 1000 times, and the number of times of measuring current in the method in which the reference value is determined every time is, for example, 100 times, the number of times of measuring current is 1000 times or smaller in the latter method up to 10 activations of the CPU and hence the power consumption is small.
  • the activation of the CPU exceeds 10 times (10 minutes)
  • the number of times of measuring current disadvantageously exceeds 1000 times.
  • the present embodiment can reduce the power consumption as compared to the method of determining the reference value every time because the parking period of the vehicle continues for long hours. Further, since the number of times of measuring current in the determination process according to the present embodiment is greater than the number of times of measuring current in the method in which the reference value is determined every time, the present embodiment can further reduce errors of the reference value relative to the true value of dark current.
  • Other possible method may include: periodically updating the reference value by periodically executing the determination process or by executing the determination process in accordance with the number of times of activation of the CPU; and calculating the accumulated dark current value using the updated reference values.
  • the determination process is executed to determine the reference value at the first activation of the CPU 33 since the beginning of the periodical activation mode, and thereafter the reference value is not updated until the measured current value deviates from the reference range for a plurality of times in the check process.
  • the determination process is not executed unless the dark current value changes, so that the determination process is not unduly executed. Therefore, as compared to the method in which the determination process is periodically executed or executed in accordance with the number of times of activation of the CPU, the present embodiment can reduce the power consumption.
  • the energy storage element 21 of the vehicle 1 is often used with the SOC falling within a range of 70% to 90% in consideration of charging by the vehicle power generator 4 or discharging to the vehicle load 3 .
  • the energy storage element 21 exhibits the flat region where the SOC falls within a range of 30% to 95%, it is difficult to reset the accumulation errors in SOC estimation by the OCV method.

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  • Sustainable Energy (AREA)
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  • Life Sciences & Earth Sciences (AREA)
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  • Secondary Cells (AREA)
  • Tests Of Electric Status Of Batteries (AREA)
  • Measurement Of Current Or Voltage (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
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